EP2867087A1 - Method for energy management in a hybrid vehicle - Google Patents

Method for energy management in a hybrid vehicle

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Publication number
EP2867087A1
EP2867087A1 EP13744623.3A EP13744623A EP2867087A1 EP 2867087 A1 EP2867087 A1 EP 2867087A1 EP 13744623 A EP13744623 A EP 13744623A EP 2867087 A1 EP2867087 A1 EP 2867087A1
Authority
EP
European Patent Office
Prior art keywords
energy
battery
factor
vehicle
potential
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13744623.3A
Other languages
German (de)
French (fr)
Other versions
EP2867087B1 (en
Inventor
Maxime DEBERT
Franck Breuille-Martin
Loïc LE-ROY
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Renault SAS
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Renault SAS
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Publication of EP2867087A1 publication Critical patent/EP2867087A1/en
Application granted granted Critical
Publication of EP2867087B1 publication Critical patent/EP2867087B1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/001—Proportional integral [PI] controller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0012—Feedforward or open loop systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/40—Altitude
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Definitions

  • the present invention relates to the management of the distribution of energy flows in a hybrid powertrain of a motor vehicle in response to the torque demand of the driver.
  • a hybrid vehicle powertrain comprising a heat engine and at least one electric motor powered by a battery capable of recovering energy in deceleration according to a management law distributing in real time the energy input of thermal origin and electrical origin.
  • a powertrain of a motor vehicle with a propulsion or a hybrid traction comprises a heat engine and one or more electrical machines, powered by at least one battery on board the vehicle.
  • Hybrid powertrain control systems are designed to manage the operation and timing of different engines depending on driving conditions, to limit fuel consumption and minimize particulate pollutant emissions.
  • the principle implemented to choose the best operating point is to minimize the sum of the thermal consumption and the power consumption according to a management law distributing in real time the energy input of thermal origin and electrical origin.
  • Hybrid vehicle energy management laws naturally tend to use the energy contained in the battery, especially at high speed. Moreover, batteries are able to recover energy in deceleration. In some important and / or prolonged descents, for example neck downs, it happens however that the energy level of the battery exceeds the level of recoverable energy. In deceleration and / or braking, it is not possible to recover in the battery all the kinetic and potential energy of the vehicle. In addition to energy considerations, this situation changes the behavior of the vehicle during the deceleration phase, and decreases its driving pleasure.
  • Publication FR 2 926 048 discloses a method for controlling the accelerations of a hybrid vehicle, with a view to improving its driving comfort by ensuring the driver a strong acceleration in all circumstances, by a supply of electrical energy taking into account not only the state of charge of the battery, but also the amount of electrical energy recoverable deceleration.
  • the method therefore has the merit of taking advantage of the potential electrical energy of braking, to improve the brio of the vehicle in acceleration. However, it has no impact on the behavior and energy management of the vehicle in a real braking or deceleration situation.
  • the present invention aims to optimize the braking energy recovery potential in deceleration of a hybrid vehicle, by promoting the reduction of fuel consumption, as well as a homogeneous behavior of the vehicle during the deceleration phases.
  • the discharge factor is taken into account in the energy management law, as soon as the recoverable energy potential in deceleration is greater than the absorption capacity of the battery.
  • the equivalence factor is determined in a control loop, able to minimize the operating point of the powertrain, the overall energy consumption of the vehicle.
  • the energy management law of a hybrid vehicle distributes torque demand from the driver in real time between the electric machine (s) to minimize overall fuel consumption. It is based on the minimization of a function of the type below, to weight by the factor s, the energy of electrical origin in the law of energy management:
  • H eq Thermal conso + s * Electric conso, where the thermal consumption depends on the torque and the engine speed
  • the electrical consumption is a function of the torque and the speed of the electric machine
  • s is an equivalence factor reflecting the energy equivalence between the thermal power and the electric power
  • a first comparator C1 receives in input values the energy state soe k of the battery at the instant k, and a target value target soe energy state. The difference (soe target - soe k ) is multiplied by a correction gain K p .
  • a second comparator C2 is the sum of the result [K p (soe target - soe k )] and an integral type correction term which ensures a correction of the equivalence factor as a function of the driving conditions encountered. This sum is saturated by the saturator S which ensures the equivalence factor to remain between the controlled terminals. The saturation limits minimum, (sat m i n - 1 / 17c) and maximum (sat max - 1 / 17c), ensure the control of forced charging and discharging modes.
  • the maximum saturation sat max is the maximum equivalence value assuring a control to the powertrain which recharges the energy of the battery as much as possible.
  • Saturation sat m i n is the minimum equivalence value ensuring a powertrain control which discharges the maximum battery.
  • the integrator I integrates the difference between the output of the saturator S and its own integration multiplied by a correction gain K ⁇ using the comparator C3. By integrating this difference, the integrator will not be able to race when the system is in saturation. This method is known by the English name of "anti-indup" or anti-packaging, or "desaturator" in French.
  • the output of the saturator is added with a term 2 / 17c of type "feedfor ard” in English, or term of prepositioning in French, using the comparator C4.
  • This term "feedforward”, or pre-positioning allows to directly adjust the equivalence factor based on a recognized and / or predicted taxi situation.
  • This loop comprises a loop integrator of a term representative of the difference between the instantaneous state of the battery energy and the target energy state of the battery associated with an anti-runaway device ("anti - windup "). It also includes a proportional compensation term.
  • the loop also has a pre-compensation term ("feedforward").
  • feedforward a pre-compensation term
  • soe target is the target energy state that one wishes to achieve
  • soe k is the energy state of the battery at time k.
  • K p and ⁇ ⁇ are respectively the proportional and integral correction gains; it is the average efficiency of conversion of electric energy into thermal energy.
  • the average conversion efficiency 17c can thus be calculated to adapt constantly to the circumstances, from the prior knowledge of predictable driving conditions, or from analysis of the previous driving conditions.
  • the integral correction brings a correction a posteriori, hypotheses of energetic equivalence.
  • the equivalence factor s when the equivalence is saturated, that is to say that the equivalence factor s reaches the limit values, imposing a recharge or a discharge at any price of the battery, the equivalence factor s does not exceed acceptable limits (lower and upper), because the "anti-indup" avoids any unwanted runaway of the integral term.
  • the equivalence factor is corrected in the comparator C4, by adding a pre-positioning term or "feedfor ard" in English which forces the discharge, when the energy recovery potential p is greater than the total energy that can be absorbed by the battery E minus the energy minus the energy level soe k measured in the battery at the instant considered.
  • the recoverable energy potential p is empirically defined preferably by measuring the amount of energy recovered in the battery according to different decelerations on different slopes until stop. It is also based on an estimate of the vehicle speed V, an estimate of the road slope P and an estimate of the mass m of the vehicle. Mappings can be made, which give the recoverable energy p as a function of the speed V and the slope P of the road for different masses m of the vehicle.
  • the recoverable energy potential p is compared in the comparator C5 with the difference E-soe k , between the maximum energy level of the battery and its instantaneous energy state soe k .
  • the term of pre-positioning is set to a value which forces the discharge which is taken into account in the law. of energy management by addition to the equivalence factor s in the comparator C4 which delivers the final equivalence factor e end determining the energy management law.
  • the discharge factor is canceled when the state of charge of the battery (soe k ) is sufficiently low compared to the energy recovery potential (p).
  • the introduction of the discharge precompensation factor into the energy management law makes it possible to optimize the braking energy recovery potential on a hybrid vehicle. It avoids that the energy recovered during deceleration is greater than the absorption capacity of the battery, by using more electrical energy in these circumstances.
  • the invention thus guarantees a reduction in the fuel consumption of the vehicle, and minimizes the energy dissipation in the mechanical brakes.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a method for managing energy in response to the request of the driver for torque on a power train of a hybrid vehicle including a heat engine and at least one electric motor powered by a battery, capable of recovering energy during deceleration in accordance with a management rule distributing the energy supply from the heat engine and from the electric motor(s) in real time, characterised in that the energy-management law depends on: an equivalence factor (s) that is based on the instantaneous energy state of the battery (soek), an energy target (soecible), and the travel conditions of the vehicle; and a discharge precompensation factor that is based on the energy potential that can be recovered during deceleration (p).

Description

PROCEDE DE GESTION DE L' ENERGIE SUR UN VEHICULE HYBRIDE  METHOD FOR MANAGING ENERGY ON A HYBRID VEHICLE
La présente invention concerne la gestion de répartition des flux énergétiques dans un groupe motopropulseur hybride de véhicule automobile en réponse à la demande de couple du conducteur. The present invention relates to the management of the distribution of energy flows in a hybrid powertrain of a motor vehicle in response to the torque demand of the driver.
Plus précisément, elle a pour objet un procédé de gestion de l'énergie sur un groupe motopropulseur de véhicule hybride comprenant un moteur thermique et au moins un moteur électrique alimenté par une batterie capable de récupérer de l'énergie en décélération selon une loi de gestion répartissant en temps réel les apports d'énergie d'origine thermique et d'origine électrique.  More specifically, it relates to a method for managing energy on a hybrid vehicle powertrain comprising a heat engine and at least one electric motor powered by a battery capable of recovering energy in deceleration according to a management law distributing in real time the energy input of thermal origin and electrical origin.
Un groupe motopropulseur de véhicule automobile à propulsion ou à traction hybride comprend un moteur thermique et une ou plusieurs machines électriques, alimentées par au moins une batterie embarquée à bord du véhicule.  A powertrain of a motor vehicle with a propulsion or a hybrid traction comprises a heat engine and one or more electrical machines, powered by at least one battery on board the vehicle.
Les systèmes de commande des groupes motopropulseurs hybrides sont conçus pour gérer le fonctionnement et la synchronisation des différents moteurs en fonction de conditions de roulage, afin de limiter la consommation de carburant et de minimiser les émissions de particules polluantes. On parle de gestion des flux d'énergies thermique et électriques, pour désigner notamment la stratégie de pilotage mise en œuvre dans le système de commande en vue d'optimiser la répartition de puissance entre les flux d'énergie thermique et les flux d'énergie électrique. Le principe mis en œuvre pour choisir le meilleur point de fonctionnement consiste à minimiser la somme de la consommation thermique et de la consommation électrique selon une loi de gestion répartissant en temps réel les apports d'énergie d'origine thermique et d'origine électrique.  Hybrid powertrain control systems are designed to manage the operation and timing of different engines depending on driving conditions, to limit fuel consumption and minimize particulate pollutant emissions. We talk about management of thermal and electrical energy flows, in particular to designate the control strategy implemented in the control system in order to optimize the power distribution between thermal energy flows and energy flows. electric. The principle implemented to choose the best operating point is to minimize the sum of the thermal consumption and the power consumption according to a management law distributing in real time the energy input of thermal origin and electrical origin.
Les lois de gestion d'énergie de véhicule hybride ont naturellement tendance à utiliser l'énergie contenue dans la batterie notamment à vitesse élevée. Par ailleurs, les batteries sont capables de récupérer de l'énergie en décélération. Dans certaines descentes importantes et/ou prolongées, par exemple des descentes de col, il arrive cependant que le niveau d'énergie de la batterie dépasse le niveau d'énergie récupérable. En décélération et/ou en freinage, il n'est alors pas possible de récupérer dans la batterie toute l'énergie cinétique et potentielle du véhicule. En plus des considérations énergétiques, cette situation modifie le comportement du véhicule pendant la phase de décélération, et diminue son agrément de conduite. Hybrid vehicle energy management laws naturally tend to use the energy contained in the battery, especially at high speed. Moreover, batteries are able to recover energy in deceleration. In some important and / or prolonged descents, for example neck downs, it happens however that the energy level of the battery exceeds the level of recoverable energy. In deceleration and / or braking, it is not possible to recover in the battery all the kinetic and potential energy of the vehicle. In addition to energy considerations, this situation changes the behavior of the vehicle during the deceleration phase, and decreases its driving pleasure.
Par la publication FR 2 926 048, on connaît une méthode de contrôle des accélérations d'un véhicule hybride, visant à améliorer son agrément de conduite en assurant au conducteur une forte accélération en toutes circonstances, par un apport d'énergie électrique prenant en compte non seulement l'état de charge de la batterie, mais également la quantité d'énergie électrique récupérable en décélération.  Publication FR 2 926 048 discloses a method for controlling the accelerations of a hybrid vehicle, with a view to improving its driving comfort by ensuring the driver a strong acceleration in all circumstances, by a supply of electrical energy taking into account not only the state of charge of the battery, but also the amount of electrical energy recoverable deceleration.
La méthode a donc le mérite de tirer profit de l'énergie électrique potentielle du freinage, pour améliorer le brio du véhicule en accélération. Toutefois, elle n'a aucun impact sur le comportement et la gestion énergétique du véhicule en situation réelle de freinage ou de décélération.  The method therefore has the merit of taking advantage of the potential electrical energy of braking, to improve the brio of the vehicle in acceleration. However, it has no impact on the behavior and energy management of the vehicle in a real braking or deceleration situation.
La présente invention vise à optimiser le potentiel de récupération d'énergie au freinage en en décélération d'un véhicule hybride, en favorisant la réduction de consommation de carburant, ainsi qu'un comportement homogène du véhicule pendant les phases de décélérations.  The present invention aims to optimize the braking energy recovery potential in deceleration of a hybrid vehicle, by promoting the reduction of fuel consumption, as well as a homogeneous behavior of the vehicle during the deceleration phases.
Dans ce but, elle propose que la loi de gestion de l'énergie dépende :  For this purpose, it proposes that the energy management law depends on:
d'un facteur d'équivalence fonction de l'état d'énergie instantané de la batterie, d'une cible d'énergie et des conditions de roulage du véhicule, et  an equivalence factor according to the instantaneous energy state of the battery, an energy target and the vehicle running conditions, and
d'un facteur de décharge fonction du potentiel d'énergie récupérable en décélération.  a discharge factor depending on the recoverable energy potential during deceleration.
De préférence, le facteur de décharge est pris en compte dans la loi de gestion de l'énergie, dès que le potentiel d'énergie récupérable en décélération est supérieur à la capacité d'absorption de la batterie. Preferably, the discharge factor is taken into account in the energy management law, as soon as the recoverable energy potential in deceleration is greater than the absorption capacity of the battery.
Selon un mode de réalisation non limitatif de l'invention, le facteur d'équivalence est déterminé dans une boucle de régulation, apte à minimiser sur un point de fonctionnement du groupe motopropulseur , la consommation énergétique globale du véhicule.  According to a non-limiting embodiment of the invention, the equivalence factor is determined in a control loop, able to minimize the operating point of the powertrain, the overall energy consumption of the vehicle.
D'autres caractéristiques et avantages de la présente invention ressortiront clairement à la lecture de la description suivante d'un mode de réalisation non limitatif de celle-ci, en se reportant au dessin annexé, dont la figure unique expose le principe.  Other features and advantages of the present invention will become apparent from the following description of a non-limiting embodiment thereof, with reference to the accompanying drawing, the single figure outlines the principle.
La loi de gestion d'énergie d'un véhicule hybride répartit en temps réel la demande de couple issue du conducteur entre la (es) machine (s) électriques pour minimiser la consommation globale de carburant. Elle s'appuie sur la minimisation d'une fonction du type ci-dessous, pour pondérer par le facteur s, l'énergie d'origine électrique dans la loi de gestion de l'énergie :  The energy management law of a hybrid vehicle distributes torque demand from the driver in real time between the electric machine (s) to minimize overall fuel consumption. It is based on the minimization of a function of the type below, to weight by the factor s, the energy of electrical origin in the law of energy management:
H eq = Conso thermique + s * Conso électrique, où la consommation thermique est fonction du couple et du régime du moteur thermique H eq = Thermal conso + s * Electric conso, where the thermal consumption depends on the torque and the engine speed
la consommation électrique est fonction du couple et du régime de la machine électrique, et  the electrical consumption is a function of the torque and the speed of the electric machine, and
s est un facteur d'équivalence traduisant l'équivalence énergétique entre la puissance thermique et la puissance électrique ,  s is an equivalence factor reflecting the energy equivalence between the thermal power and the electric power,
Dans l'exemple non limitatif de boucle de calcul du facteur d'équivalence s illustrée par la figure, un premier comparateur Cl reçoit en valeurs d'entrée l'état d'énergie soek de la batterie à l'instant k, et une valeur de cible d'état d'énergie soecible. La différence (soecible - soek) est multipliée par un gain de correction Kp. Un deuxième comparateur C2 fait la somme du résultat [Kp (soecible - soek) ] et d'un terme de correction de type intégral qui assure une correction du facteur d'équivalence en fonction des conditions de roulage rencontrées. Cette somme est saturée par le saturateur S qui assure au facteur d'équivalence de rester entre les bornes maîtrisées. Les bornes de saturation minimum, (satmin - 1/ 17c ) et maximum (satmax - 1/ 17c ), assurent la maîtrise des modes de recharge et de décharge forcés. In the nonlimiting example of the calculation loop of the equivalence factor s illustrated in the figure, a first comparator C1 receives in input values the energy state soe k of the battery at the instant k, and a target value target soe energy state. The difference (soe target - soe k ) is multiplied by a correction gain K p . A second comparator C2 is the sum of the result [K p (soe target - soe k )] and an integral type correction term which ensures a correction of the equivalence factor as a function of the driving conditions encountered. This sum is saturated by the saturator S which ensures the equivalence factor to remain between the controlled terminals. The saturation limits minimum, (sat m i n - 1 / 17c) and maximum (sat max - 1 / 17c), ensure the control of forced charging and discharging modes.
La saturation maximum satmax est la valeur d'équivalence maximum assurant une commande au groupe motopropulseur qui recharge au maximum l'énergie de la batterie. La saturation satmin est la valeur d'équivalence minimum assurant une commande au groupe motopropulseur qui décharge au maximum la batterie. L'intégrateur I intègre la différence entre la sortie du saturateur S et sa propre intégration multipliée par un gain de correction K± à l'aide du comparateur C3. En intégrant cette différence, l'intégrateur ne pourra pas s'emballer lorsque le système est en saturation. Cette méthode est connue sous le nom anglais d' « anti- indup » ou d' antiemballement, ou « désaturateur » en français. La sortie du saturateur est additionnée avec un terme 2/ 17c de type « feedfor ard » en anglais, ou terme de pré positionnement en français, à l'aide du comparateur C4. Ce terme « feedforward », ou de pré-positionnement, permet d'adapter directement le facteur d'équivalence en fonction d'une situation de roulage reconnue et/ou prédite. The maximum saturation sat max is the maximum equivalence value assuring a control to the powertrain which recharges the energy of the battery as much as possible. Saturation sat m i n is the minimum equivalence value ensuring a powertrain control which discharges the maximum battery. The integrator I integrates the difference between the output of the saturator S and its own integration multiplied by a correction gain K ± using the comparator C3. By integrating this difference, the integrator will not be able to race when the system is in saturation. This method is known by the English name of "anti-indup" or anti-packaging, or "desaturator" in French. The output of the saturator is added with a term 2 / 17c of type "feedfor ard" in English, or term of prepositioning in French, using the comparator C4. This term "feedforward", or pre-positioning, allows to directly adjust the equivalence factor based on a recognized and / or predicted taxi situation.
Cette boucle comprend un intégrateur en boucle d'un terme représentatif de la différence entre l'état instantané de l'énergie de la batterie et l'état d'énergie cible de la batterie associé à un dispositif d' anti-emballement (« anti- windup ») . Il comprend également un terme de compensation proportionnel .  This loop comprises a loop integrator of a term representative of the difference between the instantaneous state of the battery energy and the target energy state of the battery associated with an anti-runaway device ("anti - windup "). It also includes a proportional compensation term.
La boucle dispose aussi d'un terme de pré-compensation (« feedforward ») . Le facteur d'équivalence est piloté de manière discrète d'après l'équation suivante : Sk+i = 1 / ηα + Kp( soeabie - soek+1) + Kp Ki( soecibÎe - soet) The loop also has a pre-compensation term ("feedforward"). The equivalence factor is controlled discretely according to the following equation: Sk + i = 1 / η α + Kp (soeabie - soe k + 1 ) + Kp Ki (soe cibe - soet)
Dans cette équation, soecible est l'état d'énergie cible que l'on souhaite atteindre, et soek est l'état d'énergie de la batterie à l'instant k. Kp et Κτ sont respectivement les gains de correction proportionnel et intégral ; c est le rendement moyen de conversion de l'énergie électrique en énergie thermique. Le rendement moyen de conversion 17c peut être ainsi calculé pour s'adapter en permanence aux circonstances, à partir de la connaissance à-priori de conditions de roulage prévisibles, ou à partir d'analyse des précédentes conditions de roulage. La correction intégrale apporte une correction a postériori, des hypothèses d'équivalence énergétique. In this equation, soe target is the target energy state that one wishes to achieve, and soe k is the energy state of the battery at time k. K p and Κ τ are respectively the proportional and integral correction gains; it is the average efficiency of conversion of electric energy into thermal energy. The average conversion efficiency 17c can thus be calculated to adapt constantly to the circumstances, from the prior knowledge of predictable driving conditions, or from analysis of the previous driving conditions. The integral correction brings a correction a posteriori, hypotheses of energetic equivalence.
Si, par exemple, un type de roulage « en embouteillage » est identifié, il est possible de donner au rendement de conversion ηα une valeur adaptée aux embouteillages, et d'obtenir un facteur d'équivalence sensiblement différent du facteur d'équivalence sur autoroute. If, for example, a "bottling" type of haulage is identified, it is possible to give the conversion efficiency η α a value adapted to traffic jams, and to obtain an equivalence factor substantially different from the equivalence factor on highway.
Enfin, lorsque l'équivalence est saturée, c'est-à-dire que le facteur d'équivalence s atteint des valeurs limite, imposant une recharge ou une décharge à tout prix de la batterie, le facteur d'équivalence s ne dépasse pas des limites (inférieure et supérieure) acceptables, car l' « anti indup » évite tout emballement intempestif du terme intégral .  Finally, when the equivalence is saturated, that is to say that the equivalence factor s reaches the limit values, imposing a recharge or a discharge at any price of the battery, the equivalence factor s does not exceed acceptable limits (lower and upper), because the "anti-indup" avoids any unwanted runaway of the integral term.
En sortie de cette boucle, le facteur d'équivalence s est corrigé dans le comparateur C4, par addition d'un terme de pré-positionnement ou « feedfor ard » en anglais qui force la décharge, lorsque le potentiel de récupération d'énergie p est supérieur à l'énergie totale que peut absorber la batterie E moins l'énergie moins le niveau d'énergie soek mesuré dans la batterie à l'instant considéré. At the end of this loop, the equivalence factor is corrected in the comparator C4, by adding a pre-positioning term or "feedfor ard" in English which forces the discharge, when the energy recovery potential p is greater than the total energy that can be absorbed by the battery E minus the energy minus the energy level soe k measured in the battery at the instant considered.
Le potentiel d'énergie récupérable p est défini empiriquement de préférence en mesurant la quantité d'énergie récupérée dans la batterie suivant différentes décélérations sur différentes pentes jusqu'à l'arrêt. Il est également fonction d'une estimation de la vitesse V du véhicule, d'une estimation de la pente P de la route et d'une estimation de la masse m du véhicule. On peut établir des cartographies , qui donnent l'énergie récupérable p en fonction de la vitesse V et de la pente P de la route pour différentes masses m du véhicule. The recoverable energy potential p is empirically defined preferably by measuring the amount of energy recovered in the battery according to different decelerations on different slopes until stop. It is also based on an estimate of the vehicle speed V, an estimate of the road slope P and an estimate of the mass m of the vehicle. Mappings can be made, which give the recoverable energy p as a function of the speed V and the slope P of the road for different masses m of the vehicle.
Le potentiel d'énergie récupérable p est comparé dans le comparateur C5 à la différence E- soek, entre le niveau d'énergie maximum de la batterie et son état d'énergie instantané soek. The recoverable energy potential p is compared in the comparator C5 with the difference E-soe k , between the maximum energy level of the battery and its instantaneous energy state soe k .
Dès que le potentiel d'énergie récupérable en décélération p est supérieur à la capacité d'absorption E - soek de la batterie, le terme de pré-positionnement est mis à une valeur qui force la décharge qui est pris en compte dans la loi de gestion de l'énergie par addition au facteur d'équivalence s dans le comparateur C4 qui délivre le facteur d'équivalence final efin déterminant la loi de gestion de l'énergie. Le facteur de décharge est annulé lorsque l'état de charge de la batterie (soek) est suffisamment faible par rapport au potentiel de récupération d'énergie (p) . As soon as the recoverable energy potential in deceleration p is greater than the absorption capacity E-soe k of the battery, the term of pre-positioning is set to a value which forces the discharge which is taken into account in the law. of energy management by addition to the equivalence factor s in the comparator C4 which delivers the final equivalence factor e end determining the energy management law. The discharge factor is canceled when the state of charge of the battery (soe k ) is sufficiently low compared to the energy recovery potential (p).
En conclusion, l'introduction du facteur de précompensation de décharge dans la loi de gestion de l'énergie permet d'optimiser le potentiel de récupération d'énergie au freinage sur un véhicule hybride. Elle évite que l'énergie récupérée en décélération soit supérieure à la capacité d'absorption de la batterie, en utilisant davantage d'énergie électrique dans ces circonstances. L'invention garantit de ce fait une diminution de la consommation de carburant du véhicule, et minimise la dissipation d'énergie dans les freins mécaniques. Ces dispositions sont particulièrement avantageuses sur les véhicules équipés de transmissions sans variation de rapport, et/ou avec répartition de freinage entre les freins mécaniques et la machine électrique.  In conclusion, the introduction of the discharge precompensation factor into the energy management law makes it possible to optimize the braking energy recovery potential on a hybrid vehicle. It avoids that the energy recovered during deceleration is greater than the absorption capacity of the battery, by using more electrical energy in these circumstances. The invention thus guarantees a reduction in the fuel consumption of the vehicle, and minimizes the energy dissipation in the mechanical brakes. These provisions are particularly advantageous on vehicles equipped with transmissions without gearshift, and / or with distribution of braking between the mechanical brakes and the electric machine.

Claims

REVENDICATIONS
1. Procédé de gestion de l'énergie en réponse à la demande de couple du conducteur sur un groupe motopropulseur de véhicule hybride comprenant un moteur thermique et au moins un moteur électrique alimenté par une batterie capable de récupérer de l'énergie en décélération selon une loi de gestion répartissant en temps réel les apports d'énergie d'origine thermique et d'origine électrique, caractérisé en ce que la loi de gestion de l'énergie dépend : A method of managing energy in response to the driver's torque demand on a hybrid vehicle power train comprising a heat engine and at least one battery-powered electric motor capable of recovering energy in deceleration in accordance with a management law distributing in real time the contributions of energy of thermal origin and of electrical origin, characterized in that the law of energy management depends on:
d'un facteur d'équivalence (s) fonction de l'état d'énergie instantané de la batterie (soek) , d'une cible d'énergie {soecible) et des conditions de roulage du véhicule, déterminé dans une boucle de régulation apte à minimiser sur un point de fonctionnement du groupe motopropulseur la consommation énergétique globale du véhicule, et an equivalence factor (s) according to the instantaneous state of energy of the battery (soe k ), a target of energy { target soe) and the driving conditions of the vehicle, determined in a loop control system capable of minimizing, on a point of operation of the powertrain, the overall energy consumption of the vehicle, and
- d'un facteur de pré-compensation de décharge fonction du potentiel d'énergie récupérable en décélération (p) .  a discharge pre-compensation factor that is a function of the recoverable energy potential during deceleration (p).
2. Procédé selon la revendication 1, caractérisé en ce que le facteur de décharge est pris en compte dans la loi de gestion de l'énergie, dès que le potentiel d'énergie récupérable en décélération (p) est supérieur à la capacité d'absorption de la batterie.  2. Method according to claim 1, characterized in that the discharge factor is taken into account in the energy management law, as soon as the recoverable energy potential in deceleration (p) is greater than the capacity of battery absorption.
3. Procédé de pilotage selon la revendication 1 ou 2, caractérisé en ce que le facteur de décharge est additionné au facteur d'équivalence (s) dans un comparateur (C4) .  3. Control method according to claim 1 or 2, characterized in that the discharge factor is added to the equivalence factor (s) in a comparator (C4).
4. Procédé de pilotage selon la revendication 3, caractérisé en ce que le facteur de décharge est additionné au facteur d'équivalence (s) en sortie de sa boucle de régulation .  4. Control method according to claim 3, characterized in that the discharge factor is added to the equivalence factor (s) at the output of its control loop.
5. Procédé de pilotage selon l'une des revendications précédentes, caractérisé en ce que le potentiel d'énergie récupérable (p) est défini empiriquement en mesurant la quantité d'énergie récupérée dans la batterie sur des décélérations sur différentes pentes jusqu'à l'arrêt. 5. Control method according to one of the preceding claims, characterized in that the recoverable energy potential (p) is defined empirically by measuring the amount of energy recovered in the battery on decelerations on different slopes to the 'stop.
6. Procédé de pilotage selon la revendication 5, caractérisée en ce que le potentiel d'énergie récupérable (p) est défini en fonction d'une estimation de la pente de la route (P) . 6. Driving method according to claim 5, characterized in that the recoverable energy potential (p) is defined according to an estimate of the slope of the road (P).
7. Procédé de pilotage selon la revendication 5 ou 6, caractérisé en ce que le potentiel d'énergie récupérable (p) est fonction la masse (m) du véhicule.  7. A driving method according to claim 5 or 6, characterized in that the recoverable energy potential (p) is a function of the mass (m) of the vehicle.
8. Procédé de pilotage selon la revendication 5, 6 ou 7, caractérisé en ce que le potentiel d'énergie récupérable (p) est fonction de la vitesse (V) du véhicule.  8. Driving method according to claim 5, 6 or 7, characterized in that the recoverable energy potential (p) is a function of the speed (V) of the vehicle.
9. Procédé de pilotage selon l'une des revendications précédentes, caractérisé en ce que le facteur de décharge est annulé lorsque l'état de charge de la batterie (soek) est suffisamment faible par rapport au potentiel de récupération d' énergie (p) . 9. Control method according to one of the preceding claims, characterized in that the discharge factor is canceled when the state of charge of the battery (soe k ) is sufficiently low compared to the energy recovery potential (p ).
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